Steam-engine reversing-valve



No. 6|8,776. Patented 1an. 3|, |899.

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STEAM ENGINE REVERSING VALVE. (Appliezion med my 2, 189m) (No Modem 4 sheets-sham.

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No. 6|s,77s. l Patented 1an'. 3|, i899.

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STEAM ENGINE REVEBSING VALVE.

(Appxaeion mea muy 2, lisas.)

(No'Model.) 4 Sheets-Sheet 2.

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No. 6I8,776.v Patented 1an. 3l, |899. H. E. BROWN. STEAM ENGINE'REVERSING VALVE.

(Application led July 2, 1898.) (No Model.) 4 Sheets-Sheet 3.

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STEAM ENGINE W/ TNE SSE S .j

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REV A NG VALVE. nl d .my 2, 189s.)

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Nrrnn STATES PATENT Fries.

HARRY EDGAR BROWN, OF NEW MATAMORAS, OHIO.

STEAM-ENGINE REVERSING-VALVE.

SPECIFICATION forming part of Letters iatent No. 618,776, dated January 31, 1899.

Application led July 2i 1898i Serial No. 685,055. (No model.)

To @ZZ whom it may concern:

Be it known that I, HARRY EDGAR BROWN, of New Matamoras, in the county of Washington and State of Ohio, have invented a new and Improved Steam-Engine Reversing- Valve, of which the following is a full, clear, and exact description.

g My invention relates to improvements in the valve used for operating steam-engines and in the gear for actuating the same.

My invention comprises the novel features which will be hereinafter described and claimed.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the figures.

Figure l is a side elevation of an engine with my gear attached, the steam-chest being in section on the line l l in Fig. 2. Fig. 2 is a top plan View of the same. Fig. 3 is a sectional side elevation on the line 3 3 in Fig. 5. Fig. 4 is a sectional side elevation on the line 3 3 in Fig. 5, the valve being removed. Fig. 5 is a cross-section on the line 5 5 in Fig. G, and Fig. 6 is a horizontal section on the line G 6 in Fig. 5.

In applying my invention to a steam-engi ne the steam-chest A is formed with a cavity of circular outline or forming a portion of a cylinder. l/Vithin the body of the steam-chest and the engine-cylinder are formed steampassages E and E2, leading to the opposite ends of the cylinder O. These passages are connected with the cavity in the steam-chest by means of two sets of ports. Two of these ports are connected with each steam-passage. The ports e and e' are connected with the passage E, leading to one end of the cylinder. The port c lies substantially longitudinally of the cylinder, while the port c is substantially at right angles to the cylinder. The port e lies at some distance at one side of the center line of the steam-chest and is connected with the steam-passage E by an extension E thereof. The other steam-passage E2, leading to the opposite end of the cylinder, is similarly connected with steam-ports e2 and e3 and has an extension E5, leading to the port e3. Two

of these ports are to be used when the engine is running in one direction and the other two when the engine is running in the-opposite direction. The ports e and e2 are complementary and the ports e and c3 are also complementary.

Above the steam-chest is formed a valvechamber H', within which is placed a valve H, mounted upon a shaft 7L', which extends outside the chamber and is provided with an operating-handle h2. The valve H is a reversing-valve, being shifted to change the direction of travel of the engine. The valvechamber H is connected by a steam-passage G with the center of the steam-chest chamber, opening into the same by a port c4, centrally located between the other ports. The reversing-valve chamber H' is also connected with the steam-chest by a direct passage G, which opens into the upper side of the steamchest chamber. An exhaust-passage E5 leads from the lower side of the steam-chest chamber to a suitable exhaust-pipe. The valve B, which occupies the steam-chest, is outwardly shaped as a portion of a cylinder of such a diameter as to closely fit the steamchest chamber and is ixedly connected at one or both ends to valve-stems F and F', which extend outward through vsuitable stuffing-boxes.l The valve B is provided with a central passage extending through the same and perpendicular to the outer face thereof, and within this passage is placed a controlling-valve D, which is circular in outline and consists of a hollow cylinder having conical heads D and D2. The central cylindrical portion `of the valve is alsoprovided with three sets of apertures, one set, d, being centrally located about the periphery of the cylinder and the other sets, d and d', being located j ust within the base of the conical heads. The distance between the conical heads is somewhat greater than the distance between the two sides of the valve upon which the conical heads rest. The portion of the valve immediately surrounding the passage which contains the controlling-valve D is coned, so as to form a seat upon which the conical heads of the controlling-valve may rest. The body of the controlling-valve being longer than the distance between the seats upon the main valve B leaves a space between one of the heads and its seat, by means of which IOO connection may be made through one of the sets of apertures, either d or cl2, to the space outside the main valve B.

IVithin the body of the main valve B and surrounding the central portion of the controlling-valve is an exhaust-passage b4, which upon one side of the valve extends to the outer surface, where it is adapted to make connection with the exhaust passage E5, formed in the steam-chest. The body of the valve B is also provided with two exhaustports b2 and b3, extending from the rounded side thereof through to the opposite side of the valve and terminating at this end in the valve-seat, so that they are covered by the conical head of the controlling-valve. The ports b2 and b3 connect with the ports e" and es in the steam-chest and extend longitudinally of the valve. The body of the valve also contains ports b and b', substantially at right angles to the ports b2 and b3 and connecting with the ports e and e2 in the steamchest.

The reversing-valve H is hollowed on its under side, forming a port h. The body of the valve-chamber is provided with a passage G2, con necting with the port h and extending around to a connection with the exhaust E, the passage G2 acting as a relief for the steam entrapped in the steam-chest when the valve is reversed. The means for operating the valve B consists of an eccentric placed at an angle to the engine-shaft and connected to the valvc-stem F, so that the stem and the valve may be rocked upon their axes.

For convenience in adjusting the throw of the eccentric it may be formed in two parts, consisting of an inner eccentric J, which is secured to the engine-shaft S, and an outer eccentric J surrounding the inner eccentric and adapted to be secured thereon at any point desired. The outer eccentric is provided with a strap J2, which has journals J 3 formed thereon diametrically opposite each other. These journals are engaged by a yoke I', secured to one end of the rod I, the other end of which is xedly secured to the valve-stem F. The junction between the rod I and stem F is by a pivot constructed so as to permit the rod I to swing, and yet so as to communicate oscillating motion to the valvestem F. The eccentric being placed upon the shaft S at an angle communicates two motions to the valve-stem and valve-first, a reciprocating motion due to its eccentricity, and, second, an oscillating motion due to its angular position upon the shaft.

Vith the reversing-valve in the position shown in Fig. l steam is admitted to the outer side of the valve. The pressure of the steam will automatically throw the controllin gvalve to the position shown in Figs. 5 and 6. With the steam upon the rear side of the valve the ports e and e2 will be the operative ports and the ports e and e3 will be inoperative, which will cause the engine to run in one direction. With this adjustment of the controlling and reversing valve the steam will be exhausted through the ports b and b' into the space between the inner conical head D of the controlling-valve, through the openings d into the interior of the controllingvalve, and through the openings d in the same valve into the exhaust-passage Z1, and from this passage into the exhaust-passage E5 in the valve-chest.

If the reversing-valve I-I be shifted in position so as to cover the port Gr and uncover the steam-passage G', the steam will be admitted to the under side of the valve B. This will automatically throw the reversing-valve to the opposite position-that is, with the conical head D' seated upon the inner seat of the main valve B. This will close the ports b and b' and place the apertures cl2 in the reversing-valve in communication with the outer side of the main valve and steam-chest. It will also place the ports b2 and b3 in communication with that portion of the steamchest on the outer side of the valve. In this adjustment the ports e and e5 will be operative ports and the ports e and e2 will be inoperative, which will cause the engine to run in a direction opposite to that of the previous adjustment. Vith this adjustment the opening and closing of the steam-ports are caused by the oscillating movement of the valve, while in the opposite adjustment the opening and closing of the ports are caused by the reciprocating movement of the valve. It will thus be seen that the valve is automatic in this respect and that the controlling-valve is automatically shifted by the change in the reversing-valve, which causes the steam to be delivered to opposite sides of the main valve. It is thus possible to cause the reversal of the engine to be accomplished by the operation of the throttle-valve. This enables a number of parts to be done away with and simpliies the valve-gear.

Having thus fully described my invention, I claim as new and desire to secure by Letters Patentl. A steam-engine valve, provided with a passage connecting its top and bottom faces, and having an exhaust-port within its body and connecting with the central portion of said passage, a hollow controlling-valve itting said passage and having heads adapted to seat upon the main valve at the ends of said passage, said heads being separated sufticiently to allow of a limited reciprocation of the controlling-valve in its containing-passage, and the controlling-valve body having three series of apertures connecting with the interior, two of the series being located just inside the heads, and the third at the center, the latter connecting at all times with the exhaust-port, substantially as described.

2. A steamengine, composed of a main and an exhaust-controlling valve, the main valve having a passage extending through it and adapted to receive the controlling-valve, and also having an exhaust-port within its body IOO IIO

connecting with said passage, a hollow controlling-valve mounted to have a limited reciprocation within said passage and to act asv main valve, substantially as described.

3. A steam-engine, composed of a main and an exhaust-controlling valve, the main valve having a passage extending through it and adapted to receive the controlling-valve, and also having an exhaust-port within its body connecting with said passage, a hollow controlling-valve mounted to have a limited reciprocation within said passage and to act as a valve to close the same, and having ports connecting its interior with the exhaust-passage at all times, and other ports adapted to connect its interior with either side of the main valve, the ends of the passage in the main valve being coned to form seats, and the controlling-valve having heads coned to fit said seats, substantially as described.

4. A steam-engine valve-gear, comprising a main and an exhaust-controlling valve, the main valve having a passage extending through it and adapted to receive the con trolling-valve, and also having an exhaustport within its body connecting with said passage, a hollowT controlling-valve mounted to have a limited reciprocation within said passage and to act as a valve to close the same, and having ports connecting its'interior with the exhaust-passage at all times, and other ports adapted to connect its linterior with either side of the main valve, and a reversing-valve adapted to admit steam to either side of the main valve, substantially as described.

5. In a steam-engine valve-gear, the combination of a cylinder, and a steam-chest having steam-passagestherein leading from the cylinder and each connecting with the valve-chamber by two ports, and also having two steam-supply passages connecting the steam-pipe with the valve-chamber, and a shifting-valve controlling the latter passages, with a valve composed of two parts, a main valve having exhaust-passages therein, and a controlling-'valve mounted to have a limited reciprocation in the main valve, and adapted to be shifted by the steam to correspond with the position of the shifting-valve, said controlling-valve being adapted to change the exhaust connections from one set of ports to the other, substantially as described.

6. In a steam-engine valve-gear, the combination of a cylinder, and a steam-chest having steam-passages therein leading from the cylinder and each connecting with the valve-chamber by two ports substantially at right angles to each other, and also having two steam-supply passages connecting the steam-pipe with the valve-chamber, and a shiftin g-valve controlling the latter passages, with a valve composed of two parts, the main valve having a rounded face and exhaustpassages therein,a controlling-valve mounted to have a limited reciprocation in the main valve and adapted to be shifted by the steam to correspond with the position of the shifting-valve, said controlling-valve being adapted to change the exhaust connections from one set of ports to the other, and an operative mechanism by which the valve is given a reciprocating and a rocking motion, substantially as described.

7. In a steam-engine valve-gear, the combination of a cylinder, and a steam-chest having steam-passages therein leading from the cylinder and each connecting withv the valve-chamber by two ports substantially at right angles to each other, and also having two steam-supply passages connecting the steam-pipe with the valve-chamber, and a shifting-valve controlling the latter passages, with a valve composed of two parts, a main valve having a rounded face and exhaustd passages therein, a controlling-valve mounted to have a limited reciprocation in the main valve and adapted to be shifted by the steam to correspond with the position of the shiftin g-valve, said controlling-valve being adapted to change the exhaust connections from one set of ports to the other, a valve-rod fixedly connected with the main valve, an eccentric and strap placed at an angle o'n the engine-shaft, and a yoke pivoted to the eca centric-strap and connected to the valve-rod, substantially as described.

HARRY EDGAR BROVNA Witnesses: l

OTHA McKnoNoLD FoLcER, ELMER I-IIssoM.

IOO 

